Wide range centrifugal governor



April 20, 1943- l w. a BENJAMIN. 2,317,022

WIDE RANGE CEHTRIFUGAL GOVERNOR Filed Hay 15. 1942 /lrab Il l zo 2Zl lzz /661 INVENTOR.

Patented Apr. 20, 1943 TNIDE RANGE CENTRIFUGAL GOVERNOR Walter E.Benjamin, Anderson, Ind., assigner to Pierce Governor Company, Anderson,Ind., a

corporation Application May l15, 1942, Serial No. 443,112

11 Claims.

This invention relates to a wide range governor suitable for Dieselengines and is associated more particularly with the fuel pump thereofand specically the pump rack shaft.

This invention is directed to a combination idling and overspeed speedgovernor.

The chief object of this invention is to obtain fuel governing at idlespeeds, full throttle control at speeds thereabove up to predeterminedoverspeed, and at that overspeed to automatically govern to preventdestructive and unauthorized engine speeds, the invention in the lastinstance giving the desired percent of regulation selected by the motormanufacturer.

One chief feature of the invention is the proviM sion of dissimilarweight means, all weight means being operatively effective at idle motorspeeds to insure adequate torque to properly actuate the pump shaft sothat it is responsive to the slightest change in motor speed at lowidle. Above the idle speed one weight means only remains operativelyeffective for overspeed -control purposes, the other. or others, beinglocked out of operation whereby destructive weight forces are held to aminimum.

Two forms of dissimilar weight means are illustrated by way of exampleonly.

Another chief feature of the invention is the toggle type connectionbetween the main linkage of the governor and the over speed controllever and the peculiar action of the aforesaid throughout the range ofgovernor operation to attain the objective specied, all as hereinafterset forth.

Other obje-cts and features of the invention will be set forth morefully hereinafter.

The full nature of the invention will be understood from theaccompanying drawing and the following description and claims:

In the drawing, Fig. 1 is a longitudinal sectional view through thegovernor. The section, however, is broken, that is, it is not taken in asingle plane.

Fig. l-A is an enlarged sectional View taken on line A-A of Fig. 1 andin the direction of the arrows.

Fig. 2 is a transverse sectional view through the governor. This sectionalso is of broken character, and is of a left hand governor asdistinguished from the right hand governor of Figures 1 and 3.

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i. (JIJ Fig. 3 is a similar longitudinal section but look- Fig. 6 is asimilar view of the same embodiment but of a weight form included butnot specically illustrated in Fig. 5.

The dissimilar weight structures illustrated in Figs. 5 and 6 are alsoillustrated and described in copending allowed application Serial No.366,653 filed November 29, 1939, now Patent No. 2,290,797 dated July 2l,1942, but not specifically claimed therein.

Reference is to be had to the aforesaid copending application for anunderstanding broadly of the connection of the governor illustratedherein, to a Diesel fuel pump for a Diesel engine or motor.

The housing in the present instance includes a bracket portion Hl with aflange Ilia. This forms the end of the housing that is secured to th-efuel pump. It has an opening II which is in alignment with the pump rackshaft. t also has an opening I2 that receives a shaft that extends intothe bracket portion l@ that closes the bio-dy portion I3 of the governorhousing.

A gear i4 is suitably connected to the pump drive shaft or an equivalentshaft, and this gear I4 meshes with a pinion I5 carried by a speed shaftI6 mounted in bearings I'I and I8 at opposite ends of the governorhousing structure. A cap I9 closes the top of the housing. This cap alsomounts a short shaftl 2i) which externally mounts a lever 2|, same beingthe shutoff lever. Internally said short shaft mounts an arm 22 that isadapted to be associated with a lug 23 carried by the member 24pivotally connected at 25 to the main operating lever 25 of the controllinkage. L

The portion 24 is internally threaded to receive the threaded end of ara-ck shaft connecting member `2'! and the same is adjustablyassociated` therewith as well as rigidly associated therewith by saidnut 23. The portion designated by the numeral 29 is the smoke stopstructure and the same is arranged as at 35 for connection to the pumprack shaft. A nut 3| is also mounted on the threaded member 21 and itand the member are radially drilled to receive a wire 32 that is adaptedto pass thro-ugh an aperture 33 on a locknut 34 of the smoke stopstructure. A lead seal 35 secures the ends of the wires together; hence,the smoke stop adjustment cannot be changed without destroying the sealarrangement, thereby insuring against tampering without indicatingsubsequent adjustment.

The lever 26 is pinned as at 36 to a shaft 31. This shaft 3l isrotatably supported in bearings 38 spaced apart and each being pinned asat 39 to a parallel shaft 46. This shaft is rotatably supported inbearings 4I at opposite sides of the governor housing and one end of theshaft 46 projects therefrom as at 42 and mounted thereon is the throttlelever 43. Note the shaft 31 is not pinned to the bearing elements 33.

Since shaft 40 is the throttle shaft, there is providedsee Fig. 1-anadjustable stop 43a, same being adapted for engagement to limit leverarm movement 25 and this is the wide open throttle adjustment. Floatingon the shaft 46 is a spring loaded lever 44 having a tail portion 45adapted to engage an adjustable stop 46 in the base of the governorhousing. The upper end of this L-shaped lever 44 has an angularextension 41 about which is coiled one end of a load spring 48. Theother end of the load spring is receivable by the recessed threadedmember 49, the same being threaded into the aperture 56 and locked inlongitudinal adjusted position by the locknut 5l. This adjustment lastmentioned is the high speed setting and is usually sealed by the motormanufacturer after the engine has been tested and the governor has beenassociated therewith under test and said sealing arrangement may be of asimilar character to that previously described for the smoke stopsealing arrangement.

Referring more particularly to Figs. 2 and 3, it will bel noted that theend of the shaft 31 is threaded as at 52 and mounted therein is thethreaded end 53 of an eye structure 54 that mounts one end 55 of theidle adjustment structure. The spring 56 has its opposite end 51connected to the rotatable member 58 carried by the member 59 in turnsupported as at 69. The idle adjustment structure is indicated broadlyat El and in this manner the position of the member 59 or moreparticularly the member 58, may be moved toward and away from the end ofthe governor housing that mounts the load spring. The actual distance ofthe spring 56 may be adjusted by turning the member 58 in the member 59.Turning it to the right or clockwise will cause the member 53 to threaddown into the shaft 31. This stretches the spring 56 and makes thedevice more sensitive at idle speeds. Turning this member 58 to the leftelevates the anchorage 53 relative to the shaft 31 and thus permits thespring to have less tension and accordingly, the adjustment is of morestable character. It is preferred that the adjustment be such that butlittle, if any, surge in the governor at idle speed will occur.

Reference now will be had more particularly to the speed responsiveshaft and the weight mechanisms associated therewith. Pinned to thespeed shaft I6 as at 62 is a base structure 63 which herein is shownprovided with two pairs of spaced ears 64 and in the same is mountedtheY shafts 65. Mounted on each shaft 65 are two dissimilar Weights, onebeing indicated by the numeral 66, same being the short-nose weight, andthe Yother being indicated by the numeral 61, same being the long-noseweight. Both weights are coaXially mounted on the same shaft. The massesof these weights are different. Preferably the two short-nose weightsare mounted, as it were, in diametrical relation relative to the shafti6 and in like manner, the long nose Weights'are similarly mountedrelative thereto, same being for better balance.

Rotatably and slidably supported on the shaft I6 is a sleeve 16. Thissleeve 10 is reduced as at 1I to provide clearance for the weightstructures pivoted on shafts 65. In other words, the weight portionswhen the weights are collapsed do not engage the sleeve 10 when theshaft I6 is rotated at a speed below that at which centrifugal forcebecomes operative to move the Weights outwardly.

The sleeve 10 mounts an anti-friction collar arrangement 12 and thiscollar normally bears against the bifurcated portions 13 of the member14 which is mounted on shaft 31 and which portions straddle shaft l5.

The weight outlines and particularly the lengths of the noses is shownin Fig. l, the noses being indicated by the numeral 66a and 61a. It willalso be observed that these weights have tail portions 66h and 61h,respectively. As shown in Fig. 1, the short nose weights have movedoutwardly responsive to centrifugal force by pivoting on the shafts 65and their noses 66a have advanced as far as possible toward theanti-friction structure 12, such advance movement being limited by stop66h.

It will be apparent then that the weights 66 can move outwardly nofarther despite any increase in speed of shaft I6. However, weights '31can move outwardly further and will do so as speed increases until theirtail portions or stops 61h also engage the base structure and "artheroutward movement is prevented. Between these eXtreme positions the longnose weights are effective for additional longitudinal travel of sleeve1D on the shaft I6. Thus, at low speeds both weights move outwardlyunder centrifugal force until the short nose weights are prevented fromfurther outward movement.

Thereafter the long nose weights continue further outward movement untilthey in turn are prevented from further outward movement.

Referring to Figs. 2 and 1, it will be noted that the lever 44floatingly mounted on the shaft 46 has a branch 15 and extendingforwardly from the branch 15 and the lever 44 are the spaced abutments16. These abutments lie parallel to the shaft I6 and in eifect arepositioned at 0pposite sides thereof as shown by dotted lines in Fig. 2.The forward ends of these abutments 16 are adapted to be engaged by theportions 13 of the bifurcated lever 14, when the sleeve 10 is movedtoward the lever 44 under the inuence of the long nose weights. Normallyat no load and with the weights collapsed, there is approximately 1A."difference or clearance between the parts 13 and 16. Hence, all the lowspeed or idle speed ranging is accommodated in this 1A travel of thesleeve 10 and the opposi force is that exerted by the spring 56, havingthe several adjustments previously mentioned. The high speed oroverspeed range of the governor is accommodated by the load spring 48also adjustable. It is to be observed that the stop 46 limits thepermissible movement of the lever 44 toward the weights and in thismanner the gap between the parts 13 and 16 may be accurately adjusted.

Referring to Fig. 4, it will be observed that clockwise rotation of thelever 2| will result in similar movement ofmember 22 and reversemovement will result in the member 22V picking up the abutment or lug 23and moving the pump shaft to closed position. It will also be noted thatthe 1A travel range isample for idle regulation, and that the weightarrangement is such that by reason of its balanced construction, thatdestructive forces incident thereto Vare reduced to a minimum.Furthermore, this gov ernor structure permits operative or manualcontrol of the fuel pump through the throttle lever 43 illustrated, orany other convenient throttle structure connected to shaft 42 andexternal of the governor housing.

One peculiarity of operation will now be set forth as follows: Withlever 44 in the position shown in Fig. l and the members 38 in similarposition it is quite evident that there is no load in starting position.As the weights move out under the action of centrifugal force, thesleeve will move to the right on shaft l and cause the bifurcatedstructure 14 to tilt clockwise around the axis of shaft 3T, and sincestructure '14 is secured to shaft 3l at 14a, the lever 26, also securedthereto, will also tilt clockwise. thus reducing the fuel supply.

When this action has been accomplished, further movement of the sleeve'lil toward the right in l, will pick up lever 44 and move the latter inopposition to the force exerted by` the .load At the same time theentire structure has moved about the axis of shaft 1li)k and not aboutthe axis of shaft 31. Thus, the result is a transference of pivotalaction from one shait center to the other shaft center.

With this form of the invention, the engine starts at full fuel positionof the throttle arm 43. As the up under idle conditions, the lever tiltsclockwise-see Fig. 1- which pulls back on the fuel rod. This continuesuntil Contact with lugs "it is obtained. Further sleeve travel. thencauses movement of lever but in so doing the previous toggle structurebreaks back to its original condition and in so doing the rack shaft armrod is pushed out to its original position and when this has occurredthe governor takes over for high speed or overspeed control. llt will benoted that the shaft Fs? moves clockwise toward the stop and in sodoing, under normal conditions, sufcient clearance is provided to insuregovernor operation for high speed control. The adjustment effected bythe 315 is in accordance with the R. P. M. desired.

Reference now is had to the upper left hand portion of Fig. l Fig. l-Arelative to the smoke stop structure. The sleeve 129 contacts the faceof the Diesel pump at full load speed. The amount of full fuel is byadjustment of part E35 and is locked bv out The pump fuel metering rackshaft i3! attached to part IBS by means of the floating pi which allowsthe whole assembly to oscillate through the arc of travel of thegovernor lever. The balance of the assembly is essentially a linkageadjustment that is necessary in any governor connection to a pump.

By using twenty threads per inch on sleeve IZB and portion 29 of memberist, it is evident that one complete rotation of the sleeve will advancethis part .D50 inch; by further placing len equally spaced marks on thebevel of the sleeve, this .050 can be further equally divided toincrements of .005, making possible a micrometer adjustment for a smokestop.

All this makes it possible for an engine manufacturer to predeterminethe correct position of the smoke stop on the engine and eliminate a.lot of cut and try experimentation.

Referring to Figs. 5 and 6, herein the governor mechanism, other thanthe centrifugal weights, the base support therefor, the noses and tailsthereof and the longitudinal slidable and rotatable sleeve, is omitted.This form of the invention differs from that illustrated in thepreceding figures in that herein four weight supporting shafts areprovided and upon two parallel shafts are mounted the short nose weightsand upon two other parallel shafts tranverse to the rst mentionedshafts, are mounted the long nose weights. Numerals similar to thoseutilized heretofore to designate like or equivalent parts in Figs. 1 to4, inclusive, but increased by one hundred, are utilized to designatelike or similar parts in Figs. 5 and 6.

As previously set forth, there are four weights disclosed in bothembodiments of the invention but in the first embodiment two shafts onlyare utilized while in the second embodiment, four shafts are utilizedand in this connection the weights of the same type are in each instancepositioned diametrically opposite each other, there being but two ofeach type utilized in the centrifugal part of the mechanism.

While the invention has been illustrated and described in great detailin the drawing and foregoing description, the same is to be consideredas illustrative and not restrictive in character.

The several modifications described herein as well as others which willreadily suggest themselves to persons skilled in this art, all areconsidered to be within the broad scope of the invention, referencebeing had to the appended claims.

The invention claimed is:

1. In a governor for Diesel engines having a fuel pump with a controlmember, the combination of a plurality of dissimilar` weight means, ashaftl responsive to engine speed for rotating said means to subjectsame to centrifugal force, a control member subject to weight meansmovement under centrifugal force, a lever operatively interposed betweensaid control members, means normally constraining the lever topredetermined position in opposition to said weight movement, anotherlever, means normally constraining same to predetermined position, saidsecond lever being responsive to the centrifugal movement of one of theweight means, following the preceding lever response, and meansoperatively connecting both levers together for irst mentioned leveroperation initially independent of the second mentioned lever conjointoperation.

2. In a governor for Diesel engines having a fuel pump with a controlmember, the combination of a plurality of dissimilar weight means, ashaft responsive to engine speed for rotating said means to subject sameto centrifugal force, a control member subject to weight means movementunder centrifugal force, a lever operatively interposed between saidcontrol members, means normally constraining the lever to predeterminedposition in opposition to said weight movement, another lever, meansnormally constraining same to predetermined position, said second leverbeing responsive to the centrifugal movement of one of the weight means,following the preceding lever response, and means operatively connectingboth levers together for rst mentioned lever operation initiallyindependent of the second mentioned lever and conjoint operation, saidconnecting means having a toggle type arrangement therein.

3. In a governor for Diesel engines having a fuel pump with a controlmember, the combination of a plurality of dissimilar weight means, ashaft responsive to engine speed for rotating said means to subject sameto centrifugal force, a

control member subject to weight means movement under centrifugal force,a lever operatively interposed between said control members, meansnormally constraining the lever to predetermined position in oppositionto said weight movement, another lever, means normally constraining sameto predetermined position, said second lever being responsive to thecentrifugal movement of one of the weight means, following the precedinglever response, and means operatively connecting both levers togetherfor first mentioned lever operation initially independent of the secondmentioned lever and conjoint operation, said connecting means comprisinga floating axis shaft, a xed axis shaft, one shaft supporting one leverand the other shaft supporting the other lever, and arm meanstherebetween pivotally mounted on one shaft and xed to the other shaft.

4. In a governor for Diesel engines having a. fuel pump with a controlmember, the combination of a plurality of dissimilar weightmeans, ashaft responsive to engine speed for rotating said means to subject sameto centrifugal force, a control member subject to weight means movementunder centrifugal force, a lever operatively interposed between saidcontrol members, means normally constraining the lever to predeterminedposition in opposition to said weight movement, another lever, meansnormally constraining same to predetermined position, said second leverbeing responsive to the centrifugal movement of one of the weight means,following the preceding lever response, and means operatively connectingboth levers together for first mentioned lever operation initiallyindependent of the second mentioned lever and conjoint operation, saidconnecting means comprising a floatingV axis shaft, a fixed axis shaft,one shaft supporting one lever and the other shaft supporting the otherlever, and arm means therebetween pivotally mounted on one shaft andfixed to the other shaft, the floating axis shaft being rigid with therst mentioned lever.

5. In a governor for Diesel engines having a fuel pump with a controlmember, the combination of a plurality of dissimilar weight means, ashaft responsive to engine speed for rotating said means to sub-jectsaine to centrifugal force, a control member subject to weight meansmovement under centrifugal force, a lever operatively interposed betweensaid control members, means normally constraining the lever topredetermined position in opposition to said weight movement, anotherlever, means normally constraining same to predetermined position, saidsecond lever being responsive to the centrifugal movement of one of theweight means, following the preceding lever response, and meansoperatively connecting both levers together for first mentioned leveroperation initially independent of the second mentioned lever andconjoint operation, said connecting means comprising a floating axisshaft, a fixed axis shaft, one shaft supporting one lever and the othershaft supporting the other lever, and arm means therebetween pivotallymounted on one shaft and fixed to Ythe other shaft, the arm means beingrigid with the fixed axis shaft.

6. In a governor for Diesel engines having a fuel pump with a controlmember, the combination of a plurality of dissimilar weight means, ashaft responsive to engine speed for rotating said means to subject sameto centrifugal force, a control member subject to weight means movementunder centrifugal force, a lever operatively interposedv between saidcontrol members, means normally constraining the lever to predeterminedposition in opposition to said weight movement, another lever, meansnormally constraining same to predetermined position, said second leverbeing responsive to the centrifugal movement of one of the weight means,following the preceding lever response, and means operatively connectingboth levers together for first mentioned lever operation initiallyindependent of the second mentiond lever and conjoint operation, saidconnecting means comprising a floating axis shaft, a fixed axis shaft,

one shaft supporting one lever and the other shaft supporting the otherlever, and arm means therebetween pivotally mounted on one shaft andfixed to the other shaft, the oating axis shaft being*` rigid with thefirst mentioned lever and the arm means being rigid with the xed axisshaft.

7. A governor as dened by claim 1, characterized by the dissimilarweight means comprising a plurality of pairs of weights, the weights ofeach pair being substantially identical and diametrically positionedrelative to the axis of weight rota.- tion, same being transverse to thepivotal axis of each weight.

8. A governor as defined by claim l, characterized by the dissimilarweight means comprising a plurality of pairs of weights, the weights ofeach pair being substantially identical and diametrically positionedrelative to the axis of weight rotation, same being transverse to thepivotal axis of each weight, one pair being of long nose character andanother pair being of shorter nose character.

9. A governor as dened by claim 1, characterized by the dissimilarweight means comprising a plurality of pairs of weights, the weights ofeach pair being substantially identical and diametrically positionedrelative to the axis of weight rotation, same being transverse to thepivotal axis of each weight, one pair being of long nose character andanother pair being of shorter nose character, the long nose weights eachhaving the greater total mass.

l0. A governor as defined by claim 1, characterized *by the dissimilarweight means comprising a plurality of pairs of weights, the weights ofeach pair being substantially identical and dia-metrically positionedrelative to the axis of weight rota- WALTER E. BENJAMIN.

